Transmission



Oct. 23, 1951 R. c. HOFFMAN 2,572,480

TRANSMISSION Filed June 17, 1947 4 Sheets-Sheet 1 riff? p cad (7 #0160174:

Oct. 23, 1951 R. c. HOFFMAN 2,572,480

TRANSMISSION Filed June 17, 1947 4 Sheets-Sheet 2 I INVENTOR. 75 741646 6', #0264714.

BY 'E-E- -9' 0d. 23, 1951 c, H M 2,572,480

TRANSMISSION Filed June 17, 1947 4 Sheets-Sheet 3 INVENTOR.

I Oct. 23, 1951 R. CQHOFFMAN TRANSMISSION 4 Sheets-Sheet 4 Filed June 17, 1947 Patented Oct. 23, 1951 UNITED STATES PATENT OFFICE 21 Claims.

The present invention relates to change speed gear transmissions, particularly for automotive vehicles, and has as its principal object the provision of an improved and. simplified transmission particularly adapted for installation in crowded quarters, as for example in vehicles wherein the engine is located transversely, as in rear engine, rear drive passenger automobiles.

Another object of the invention is to provide such a transmission which employs very few gears in proportion to the number of output speeds available and which is so housed in conjunction with the vehicle main clutch as to occupy a minimum of space.

Still another object is to provide an improved main clutch and transmission assembly incorporating three parallel shafts and two gear trains, one of said gear trains being employed for first speed, third speed and reverse drive, and the other of said gear trains for second speed drive.

Still another object is to provide a transmission of the indicated variety employing three para;- lel shafts, with ratio changing means including shiftable positive toothed clutch elements carried by two of said shafts and movable longitudinally therealong to change the effective gear ratio.

Other objects and advantages will vbe apparent upon consideration of the present disclosure in its entirety.

In the drawings:

Fig. l is a central, longitudinal, sectional view of a transmission incorporating the principles of the present invention;

Fig. 2 is a sectional detail of the reverse gear;

Fig. 3 is a view similar to Fig. 1 showing a somewhat modified construction;

Fig. 4 is a somewhat diagrammatic cross-sectional representation of the arrangement of the reverse idler and gears meshing therewith, taken substantially on the line 4-4 of Fig. 3 and lookin in the direction of the arrows;

Fig. 5 is a longitudinal sectional detail of the reversing gear means incorporated in the embodiment of Fig. 3;

Fig. 6 is a sectional view similar to Fig. 1 showing another somewhat modified construction;

Fig. 7 is a cross section taken substantially on the line l'! of Fig. 6, looking in the direction of the arrows; and

Fig. 8 is a sectional detail taken substantially on the line 38 of Fig. 7 and looking in the direction of the arrows.

THE MAIN CLUTCH The transmission formin subject matter of this invention employs positive toothed slidable coupling means for controlling the action of the gears for the several speeds, and for that reason requires a clutch for disconnecting the power source during the coupling and uncoupling of the drives. For this purpose it operates in conjunction with a main clutch which may, as shown, be of generally conventional arrangement. The main clutch is assembled on a face 14 of a flywheel 2 bolted to a flange IA formed on the crankshaft I of an engine which is not otherwise illustrated, since it forms no part of this invention. The clutch comprises a housing 8 in which a clutch pressure plate 3 is carried in such a manner that it is driven in the angular direction but is slidable axially. Upon this plate 3 bear, inside the housing 8, springs 9 urging the plate forcibly toward the flywheel 2. Between faces 14 and 15 of the flywheel 2 and the pressure plate 3, respectively, is included a driven plate ID, with friction lining thereon, which is normally held in compression between the pressure plate and flywheel.

The pressure plate 3 can be withdrawn from engagement with the driven plate ID to release the clutch by a number of fingers 4 pivoting about studs 5 in the housing 8 and bearing on the plate 3 at point 6 for backing it away from the driven plate l0 when the fingers 4 are acted upon by a thrust bearing 1 through the instrumentality of outside release means (not shown) in the well-known manner.

The clutch-driven plate I0 is secured to a hub l6 which is in splined engagement with a shaft 12 which is the driving shaft of the transmission. At its front end shaft i2 is piloted as by bearing means l3 in the rear end of the crankshaft.

The flywheel 2 and the clutch mechanism above described are enclosed in a bell-shaped housing II which is inte ral with a gear case I! in which a l the shafts and gears of the transmission are assembled.

' THE TRANSMISSION MECHANISM Drive-shaft assembly I8 is splined to the shaft as indicated at It.

Intermediate shaft assembly Located in parallel spaced relationship to the drive shaft I2, and immovably secured in the end walls of the gear case IT by a key 42, is an intermediate shaft 4| which serves as a journal for two roller bearings 31 and 38 disposed adjacent said end walls. On these bearings runs a sleeve spanning the whole distance between the end walls of the gear case IT. The shown stationary arrangement of the shaft 4| greatly stifiens the assembly. The sleeve serves a number of purposes, one of which is to support rotatably a gear 2| secured, as by rivets 86, to a flange 76 on the extreme end of the sleeve 'll and located over the bearing 38. The gear 2| is in constant mesh with the gear on the shaft I2.

Rotatably mounted on the sleeve H between the gear 2| and the opposite wall of the gear case I! as by means of roller bearing 39 and 4|], respectively, are two other gears 3| and 22 spaced from one another and provided with means for releasablwcoupling 'themtogether for positive two-way drive, aswell as means providing a oneway driving connection between the sleeve 1| and' gear 3|. Sleeve H is turned by gears 28, 2 [at all times whenthe transmission is in operation.

For coupling the gears 3| and 22 together, thereis located between them a toothed clutch mechanismjof the synchronizing type which'is operated" by outside; means and which has for its'purpose to effect a union between these gears in a silentmanner for driving the gear 3| by the gea'rfZZ. v

The gear 22 is'in constant mesh with the gear IS on the shaft |2, and the elements of the synchronizing clutch that itembodies include a'hub 'I'l Whichh'as a recessed end and is provided with axial splines 23 on its periphery. Slidably mounted on'the splines 23 is a collar 24 which is of substantially the same axial length as the hub 1'! and has a peripheral groove 25 cut in it. Fitted in thegroo've 25 is a'shifter 26 which is capable of endwise motion unoler the influence of outside control means for shifting the collar 2t from its positiori'as shown into another position indicated'in dotted lines at Ma;

Theelem'ents pertaining to the synchronizing clutch mechanism fon' the gear 3| include a set of'clut'chteeth c1ose to the gear side, these teeth being of the samesize and shape as'the' internal splineson thehub 24 whereby theylcan be engaged by the collar 24' when it' assumes position 24a. Adjacent the'teeth 30 the gear 3| isprovided with acone face 22 which'extends over aportion of th' ear bearing 39.

In locsecontact with the cone face 29, when not under load', is a blocking and synchronizing ring 28 which is provided with an inner conical surface matching that of the cone 29 and is, moreover, provided with a set of blocking. teeth 21 onajflange in close proximity to'the clutch teeth 3il'onthe'gear 3f, the teeth 2! being identical in shape and size with the splines23 on the hub 17 "whereby'theycan be engagedb'y the collar 24. The blocking ring 28 projects with a part of its body into a recess in the hub ll, but normally isn'ot'in" contact with said hub.

The blocker synchronizer' mechanism functions in'the usual manner to couple the gears 3| and 22 together for power transmission when co'l'lar Z l'is moved to the left, as viewed in Fig. 1, by meansof theshifter 26,-until its splines 23 slip over the teeth-36 on'the' gear 3| as position Ma is reached.

i also cairried upon" the intermediate shaft 4| is a'one way cou'plingof the overrunning type between thegear 3 and the sleeve 1| which allows this gear to be driven by said sleeve during forward drive when clutch sleeve 26 is disengaged, but breaks the connection between them when gear 3| is turned faster than the sleeve as when it is coupled to the gear 22 by the collar 24, since gear train I8, 22 gives a faster drive than gear train 20, 2|.

The one-way coupling may be of any suitable variety, and its details form no part of my present invention; it is shown as contained in a recessed end of the gear 3| next to the wall of the gear case l7, and comprising essentially a hub 35 which has a splined engagement with the sleeve H and has a number of unsymmetrical cams 34 on its periphery, the gradually sloping flanks of which are substantially tangential to the hub 35 and extendin the direction opposite to that of its rotation. The gear 3| is provided with a cylindrical smooth inner raceway 32, and between tliis raceway and the tangential flanks on the hub 36 is interposed a number of rollers 33. Whenever the gear 3| is driving, the rollers 3 3 -will-be free, and no positive connection between-thegear 3! and the sleeve l'l will exist. Whenever the sleeve-||', driven by the gear 2|, becomesthe drivingmember and the gear 3| is uncoupledfrom the gear '22 by the collar 2d, the rollers -will jam, thereby effecting a positive connection frointh'e sleeve H to the gear 3| for power transmission.

Final drive-shaft assembly Thefinal driveshaft issupported rotatably in parallel relationship to the driving shaft I2 and the intermediateshaft 6-! in the end walls of the gear case I? in bearings" 63 and'64, and between these extremities carries means to control the action of two of'the forward speeds as well as the reverse speed of the transmission.

Disposedon-and rotatable with relation to the shaft 65 adjacent bearing 63 is an elongated splined hub 45 rotatable on sleeve bearing 78. A gear 6| is rotatably mounted on the other end of shaft 65-on a" smooth bearing W. The gear 6| is in constant mesh with intermediate shaft gear 2|. A gear 43 is slidably mounted on splines 44 of hub 35. Lateral motion of the gear is effected by a shifter 12 working ina groove 13 around the hub of the gear. The gear 43 is movable between two operative positions, in the first of which positions; shown in full lines in Fig. 1, it is in engagement with intermediate shaft gear 3| and in the second of which positions, shown in broken lines at 43c; it engages a reverse idler gear 83- on a shaft 82.

The gear 6| and the sleeve 45 are selectively and alternatively securable to the shaft 65 by positive toothed clutch mechanism embodied between them and which may be of a conventional blocking-synchronizin type, as shown. The hub 6|c, of gear 6| and the opposed end of hub 45 are provided with clutch teeth Q6 and 53, respectively. Adjacent their toothed hub portions, the gear 6| and the sleeve 45 have cone faces 66 and 39, respectively, the cone faces tapering toward each other.

Interposed between the cone ends of the gear 6| and the sleeve 45, secured to the shaft 65 by splines 62, and axially locked thereon by rings 61 and 68, is a hub 89 which is a part of the synchronizer mechanism for coupling either the gear 6! or the sleeve 45 to the shaft 65. The outer periphery of the hub Bil is splined axially, the splines 6| being of the same shape and size as the clutch teeth 46 and 53 on the sleeve 46 and the gear 6|, respectively. Positioned on the hub 80 in slidable engagement with the splines 8| thereon is a collar 52 which is of approximately the same width as the hub 80, and which has a peripheral groove 5| in which is fitted a shifter '50 for moving the collar 52 axially in either direction from its central or neutral position on the hub 80, to selectively couple either the sleeve 45 or the gear 6| to the shaft 65, as will be apparent.

The shaft 65 has an outside splined end 65a beyond the bearing 63, and secured to it at that end is a universal joint 69 which connects to a shaft 10 for driving the vehicle or other load.

REVERSE GEAR SHAFT AND IDLER Disposed in parallel relationship to the shafts l2, 4|, and 65 in the gear case I! is a shaft 82 which carries rotatably a reverse idler gear 83. This gear is slidable on the shaft 82 between two positions, one of which is shown in full lines and the other of which is shown in broken lines at 83a, and is relatively long so that when it is in the full-line position it can engage simultaneously both the gear 3| on shaft 4| and the gear 43 on shaft 65, when gear 43 is in position 43a. For sliding the idler 83 axially to disengage it from gears 43 and 3|, it has a groove 84 at one end thereof and a shifter 85 fitted into this groove and connected with outside means for applying axial thrust to displace the idler into the disengaged position designated 83a, and also look it in both of its extreme positions.

FUNCTIONAL DESCRIPTION OF THE TRANSMISSION The three forward speeds and the two reverse speeds that this transmission affords can be obtained using the eight gears disclosed hereinabove by compounding them into a number of gear trains through the instrumentality of the shifters 26, 50, 12, and 85.

Transmission in low gear The train of gears that produces the lowest speed ratio includes the gears 20, 2|, 3|, and 43 on their respective three shafts |2,'4|, and 65. In order to set up this train, the gear 43 on the sleeve 45 has to be in engagement with the gear 3|, as it normally would be, provided the transmission was not used in reverse gear previous to putting it into low gear. reverse, then the gear 43 has to be transferred by the shifter 12 from its reverse position 43a to the full-line position shown, and thereby meshed with the gear 3 I. It now remains only to couple the hub 45 bearing the gear 43 to the shaft 65 by sliding the collar 52 to the left, into position 52a, to make it engage the teeth 46 of the gear 43.

The power flow will then be from the gear to the gear 2 and through it to sleeve H and to the hub of the one-way coupling 33 etc. inside the gear 3|. Hub 35 being the driving member, rollers 33 will jam and will propel gear 3| at the rotational speed of the sleeve H.

the hub 80, and the shaft 65 for final power take-off.

In the low speed ratio, four of the gears in the transmission are active, while the remaining four, I8, 22, 6|, and 83, are idling.

Transmission in second year For operating in a speed next to the lowest, or

If it was previously in r The gear 3| will drive the gear 43, the sleeve 45, the collar 52,

second speed, the gear train consists of the ears 28, 2|, and 6|, and the five remaining gears'become idlers. To shift from low to second speed, therefore, it is necessary to perform only one shifting operation, viz., sliding the collar 52 into position 52b in engagement with the teeth 53 on the gear 6|.

Transmission in high gear The gear train for the third, or high-speed ratio, is made up of the gears I8, 22, 3|, and 43, the last two gears being those previously employed in the low-speed gear train, and the gear 43 is coupled to the shaft 65 through the collar '52 in the same way.

Transmission in reverse gear Two different reversegear ratios are available in the transmission hereinabove disclosed, the two gear trains providing them being identical with those for the low and the high forward speeds with the exception that the reverse idler gear 83 is included between the gears 3| and 43.

To accomplish this, the gear 43'is shifted from its engagement with the gear 3| into position 43a by the shifter 12, and the reverse gear idler 83 is slid into engagement with both of the gears 3| and 43. If clutch 24 is then disengaged from teeth 30, the lower of the two reverse speeds is derived from a gear train comprising the gears 2|), 2|, 3|, B3, and 43. The higher of the reverse speeds involves the gears I8, 22, 3|, 33, and 43 and is obtainable by moving the collar 24 into engagement with the teeth 30 on the gear 3|. The collar 52 is necessarily in engagement with the teeth 46 of the sleeve 45 in both instances.

ENIBODINIENT OF FIGURES 3, 4, 5

V The main clutch In the modification of Figs. 3, 4, and 5, the

' main clutch is assembled on a face 6| of a flywheel 2 bolted to a flanged crankshaft I 2 of an engine, which is not otherwise illustrated. The clutch comp-rises a housing 8 in which a clutch pressure plate 9 is carried in such a manner that it is driven in the angular direction but is slidable axially Uponthis plate 9 bear, inside the housing 8 springs 62 which urge the plate forcibly toward the flywheel 2 Between the faces 6| and 64 of the flywheel 2 and the pressure plate 9 respectively, is included a driven plate 3 with friction lining thereon, which is normally held in compression by the pressure plate 9 against the flywheel face 61 The pressure plate 9 can be withdrawn from engagement with the driven plate 3 by a number of fingers 6 pivotally movable about studs I0 in the housing 8 to back the place 9 away from the driven plate 3 by means of pins 5 when the fingers 6 provided with adjustable buttons H, are acted. upon by a thrust bearing |2 through the instrumentality of outside release means (not shown) in the well-known manner.

, is the driving shaft of the transmission.

The flywheel 2 and the clutch mechanism 7 above described are enclosed in a clutch housin I1 whichlis integral' with a gear case section I8 in which all the shafts: and gears of the transmission are assembled. The clutch compartment is separated from the compartment containing the change-speed gearing by a partition Ha EMBODIMENT OF FIGURES 3, 4, AND 5 Drive-shaft assembly The drive shaft is supported rotatably in the fore and aft walls of the gear-case section It in bearings IF) and H5 and between these bearings mounts two. gears 19 and 2!) spaced apart. Gear 20 is secured to the shaft M as by being integral with it, and the other gear I9 is rotatably mounted on it on a bushing 4 A clutch of the conventional blocking-synchronizing type is interposed between the gears 1 9 and 20 to selectively couple the gear [9 to the shaft I 4 for power drive in a silent manner. The elements of the synchronizer include a collar 2| 2 actuata-ble by a shifter 22% from the neutral position shown in full lines in which the gear I9 is free to another position shown in broken lines and designated ZIa 'in which the gear I 9 is clutched to shaft I4 ELIBODIMENT OF FIGURES 3, 4, AND 5 Intermediate shaft assembly Located in parallel relationship to the drive shaft I4 and immovably secured in the end walls of thegear case I8 as by a key 3| is an intermediate shaft or countershaft which serves as a journal for two bearings 32 and 33 disposed adjacent said end walls. On bearings 32 and 33 runs a sleeve 31 spanning the whole distance between the end walls of the gear case I8 The sleeve 31 is integral with a gear 34 which is located at one of its extremities over the bearing 53 At the opposite extremity, over the bearing 32 the sleeve 3! mounts a cluster gear consisting of two gears 38 and 39 the gear 39 being in constant mesh with the gear l9 on the shaft I4 while the gear 38 is adjacent it on the side away from the gear 34 The cluster consisting of the gears 38 and 39 ismounted rotatably on the sleeve 31 by means of bearings 35. and 36 and is hollow from its left end to a point between these bearings. In this hollow portion of the gear cluster 38 39 is embodied a one-way coupling which consists of a hub 65 secured to the sleeve 37 by means of splines M and having conventional cam and roller wedging. means as 40 42 the details of which may be conventional and need not be considered.

The one-way coupling functions as a conventional over-running clutch to allow the cluster gears 38 and 39 to be driven by the sleeve 31 but to break the connection between these members assoonas the rotational speed of the sleeve,

'driven by the gear 34 becomes less than the speed of the cluster gears 38 -49 driven by the gear I 9 EMBODIMENT OF FIGURES 3, 4,. AND 5 Final drive-shaft assembly The final drive shaft H1 is supported rotatably in. parallel relationship to the driving shaft I4 and the intermediate shaft 38 in the end walls of the gear case in bearings 42 and 44 and between these bearings carries two gears- 45 and 41 spaced apart, an externally splined sleeve I5 slidably supporting the gear 45 thereon and normally free to rotate on the shaft 10 and a synchronizing clutch. member 48 for coupling either the gear 41 or the sleeve I5 to the shaft 10 Th gear 41 is in constant mesh with the gear 34 on the intermediate shaft 30 andis rotatably mounted on the shaft H3 on a bushing 55 The splines 16 on the sleeve 15 extend lengthwise and allow the gear 45 to move between two extreme positions, the lateral movement of the gear 45 being effected by a shifter '46 working in a groove '6'9 around the central portion of the gear 45 When the gear 45 is in its extreme right position, shown in full lines in Fig. 3, it is in engagement with the gear 38 on the intermediate shaft assembly.

Both the gear 4-1 and the sleeve I5 carry clutch teeth forming elements of the conventional synchronizing clutch mechanism embodied between them, gear 37 carrying clutch teeth 54 while sleeve I5 has a similar set of clutch teeth 74 respectively, cut in said flanges. Interposed between the cone ends 53 and I I ,secured to the shaft 10 by splines 66 and axially locked thereon by rings 61 is a hub 65 which is a part of the synchronizing clutch mechanism for coupling either the gear 41 or the sleeve I5 to the shaft 16 The outer peripher of the hub 65 is splined axially, the splines 49 having identical shape and size to the clutch teeth M and 54 on the sleeve 75 and the gear 47 respectively. Positioned on the hub 65 in slidable engagement with the splines 49 thereon is a collar 48 which has a pcripheral groove 68 accommodating a shifter 55 for moving the collar 38 axially in either direction from its central or neutral position on the hub 65 The action of the synchronizing clutch mechanism just disclosed is analogous to those previously described, the collar 48 being slidable to EMBODIMENT OF FIGURES 3, 4:, AND 5 Reverse gear shaft and idler Disposed in parallel relationship with and at proper distance from the shafts 30 and I0 is a fourth shaft which is held in the end walls of the gear case If; in a boss 84 at one end, and in a boss 83 at the opposite end, and between these ends carries rotatably, on a bushing 19 a reverse idler gear 18 This idler gear has a groove 82 at one of its ends in which a shifter 8| is fitted for transferring the idler into either one of two positions. In the position shown in broken lines at 1811 the idler 18 is out of mesh with all other gears, and is placed in that position while the. transmission is in an of the forward speeds. In the other position shown in full lines, the idler meshes with the gear 38 on the shaft 30 and with the gear 45 on the sleeve 15 for driving the output shaft. When the reverse idler is thus engaged, gear 45 is shifted out of the position shown in full lines in Fig. 3 in mesh with the gear 38 into the position shown in broken lines at 45a in Fig. 3 and shown in. full 45 must be in'mesh with the gear 38 EMBODIMENT OF FIGURES 3, 4, AND

Functional description The three forward speeds and the two reverse speeds that this transmission affords can be obtained with the eight gears disclosed hereinabove by compounding them into a number of gear trains through the instrumentality of the shifters 22 55 and 46 The train of gears that produces the lowest forward speed ratio includes the gears 20 34 38 and 45 on their respective shafts I4 30 and In order to set up this train, assuming the vehicle to be starting from a standing position, the gear By coupling the sleeve with the shaft 10 through the synchronizing clutch mechanism, by sliding the collar 48 to the left into position 48b a continuous and positive path for power transmission between the shafts l4 and H1 is established through the above-named gears. Gears I9 39 34 41 ,and 18 remain idle.

For operating in the second or next to the lowest forward speed drive, the gear train consists of e the gears 26 34 and 4'1 and the five remaining gears become idlers. For this speed, therefore, it is necessary to perform only one shifting operation, viz., sliding the collar 48 into position LlBa in engagement with the teeth 54 on the ear 41 The gear train for the third or high-speed ratio is made up of the gears I9 39 38 and 45 In order to set up this gear train, the collar 2| on the shaft I4 is shifted into position Zla to couple the gear I9 to the shaft I4 and on the shaft 10 the collar 48 is shifted into position l8b in mesh with the teeth 14 of the sleeve 15 The gear 45 on this sleeve is normally in position 4511 in engagement with the gear 38 The one-way coupling on the intermediate shaft 30 is inoperative for conveying power because the speed ratio of the gears l9 and 38 is higher than that of the gears 20 and 34 and consequently the gear 38 overruns the sleeve 31 Two different reverse-gear ratios are available in the transmission hereinabove disclosed, the two gear trains providing them being identical with those for the low and the high forward speeds as described in the preceding paragraphs, with the exception that the reverse idler gear 18 is included between the gears 38 and 4'5 To accomplish this, the gear 45 is shifted from its engagement with the gear 38 into position 45 by the shifter 46 and the reverse idler gear 18 is slid into engagement first with the gear 38 and then with the gear so that its width covers both of them.

The lower of the two reverse speeds is then derived from a gear train comprising the gears 20 34 38 I8 and 45 The higher of the reverse speeds involves the gears I9 39 38 18 and 45 Either one of these two reverse speeds is obtainable by means of the collar 2l which in the disengaged position gives the lower of the two speed ratios, and when engaged with the teeth 28 on the gear I9 gives the higher ratio. The collar 48 on the shaft 10 is necessarily in position 4812 in engagement with the teeth M on the sleeve I5 in both instances.

EMBODIMENT OF FIGURES 6, 7, AND 8 The clutch In the further modification shown in Figs. 6, 7, and 8, the unitary clutch-transmission assembly is also adapted to be mounted on one end of an engine in the conventional manner, and to be coupled to it through a releasable main clutch of any well-known type, such as the one shown. The engine is only illustrated to the extent of its flanged crankshaft I to which is bolted a flywheel 2 Secured to the flywheel 2 is a clutch housing 8 containing a driving pressure plate 3 which is axially slidabl-e in the hous= ing 8 and is acted upon by a number of springs 9 for engagement with a driven plate 4 faced with friction lining, between the lateral face of the pressure plate 3 and the face 16 of the flywheel 2 The clutch housing 8 pivotally supports a number of fingers 6 which are fastened to the pressure plate 3 by means of pins 32 for releasing said plate from engagement with the plate 4 by means of a central thrust collar 1 which is movable by external moans against the ends of the fingers 6 in the well-known manner. The clutch-driven plate 4 has a splined hub 5 carried on a central shaft 22 which is the main driving shaft of the transmission.

The clutch mechanism above described is enclosed in a bell-shaped housing 0 which is adapted to be bolted to an engine around the flywheel 2 and to extend over and around the aforementioned clutch to a gear case I l which contains all the gearing and shafting of the transmission.

EMBODIMENT OF FIGURES 6, '7, AND 8 Driving shaft assembly The driving shaft W is supported rotatably in two axially spaced bearings I 3 and I4 located in the fore and aft walls of the gear case H Two gears I5 and 23 on bushings 21 and 30 respectively, are mounted on the shaft I2 adjacent the bearings I3 and M so that these gears are free to rotate on said shaft when they are not under load, i. e., when they are not coupled to it.

Both of the gears I5 and 23 are characterized by a set of clutch teeth I6 and 22 and a cone face [8 and 2H, respectively, the clutch teeth and the cone faces being elements of a conventional synchronizing clutch mechanism which is interposed between the gears l5 and 23 for coupling either one of them to the shaft l2 in a silent manner for power drive. Shiftable clutch collar i is movable in either direction from the central or neutral position in which it is shown in full lines in Fig. 6. As the shifter 25 actuated by the lever 81 and the crank 95 moves the collar i9 toward either one of the gears l5 or 23 the detent ball 84 will be forced out of the central groove 85 and thereby will allow the collar I9 to be displaced into either one of its end positions |9a or l9b This action enables the collar I9 to be slipped into engagement with the clutch teeth I 6 or 29 without clashing and establishes a coupled relationship of either the gear l5 or gear 23 with the shaft EMBODIMENT OF FIGURES 6, '7, AND 8 Intermediate shaft assembly The gears I5 and 23 are in a constant mesh with their mating gears 34 and 33 respectively, which latter two gears are both an integral part of a cluster 8| as are two other gears 35 and 3-6 on the left side of the gear 34 The whole gear cluster 8 I is supported rotatably on two oppositely tapered roller-bearing assemblies 31 and 38 which are carried on a nonrotatable intermediate shaft 3. Shaft 3l projects slidably through the forward wall of the gear case- H for suppcrt in parallel relationship to the shaft Q2 and at its other end is so supported in the opposite one of said walls as to permit taking up any clearance that may develop in the countershaft bearings 3'3 38 This supporting and take-up means includes a head l3l on the end of the shaft 31 forming a shoulder i32 bearing against the inner race or cone of the tapered bearingassembly 38 It will also be noted that the cone 131 of the other tapered bearing assembly bears against the gear case wall.

The head HA is supported in an opening I35! formed in a supporting plate 546 attached to the inner face of the gear case rear wall by cap screws MP. A cover plate H35 closes the outer end of opening i39 and covers the shaft head I31 being secured to supporting plate 546 by cap screws M6 and additional cap-screw means as M2 extend through the cover plate into one or more tapped openings in the end of shaft M to hold the shaft against endwise movement. Shim means as 144 is interposed between the end of the shaft and the gear case wall. It will be seen that by changing the thickness of the shim means, the position of the shaft SH can be axially ad iusted to simultaneously correct clearance that may develop in either or both of the bearings 31 38 EMBODIMENT OF FIGURES 6, '7, AND 8 Final drive-shaft assembly A third shaft 56 in parallel relationship to the shafts I2 and 3P, constitutes the final drive shaft of the transmission for power take-off; it is carried rotatably in two bearings 59 and 68 in the end walls of the gear case H and positioned on it next to the bearing 60 is a gear :1 which is in mesh with the gear 33 of the cluster 8l The gear 54 is fitted with a bushing 51 on the shaft 50 for free rotation thereon when not under power.

Integral with the gear 5& is a set of clutch teeth 58 and a cone face 55 adjacent thereto, these being elements of a synchronizing clutch mechanism analogous to that disclosed hereinabove on the shaft 12 Also carried rotatably on the shaft 50 next to the bearing 59 is a sleeve 43 which runs on bushings SI and 62 and which is characterized by a splined periphery 42 the splines extending over its major portion from the bearing 59 toward its opposite end whereat the sleeve 43 is provided with a set of clutch teeth 44 and a cone face 36 adjacent thereto at the axial extremity. These teeth and cone face constitute the engaging means on the sleeve 43 for the aforementioned synchronizing clutch.

On the splines 42 of the sleeve 43 is mounted slidably a gear 39 which is movable lengthwise between three functional positions by a shifter 41 engaging the gear in a groove 40 The mechanism for shifting the gear 39 by means of the shifter M is similar to that described in connection with the collar l9 and includes a crank 84 which holds, on a swivel, the shifter M The crank 95 is rocked angularly by .a shaft 93 in the wall of the gear case I I and by an outside lever 92 the rocking motion of the crank being confined between three operational positions as established by three grooves 91 in proper angular spacing on the arcuate perimeter of the crank 94 A detent ball forcibly backed by a spring 89 drops into the groove 91 defining any one of the three positions of the shifter M and the gear 39 and yieldably holds them in that position until dislodged forcibly by the lever 92 and transferred into another groove.

The collar 41 of the synchronizing clutch has a peripheral groove 52 for a shifter 53 and is movable from its central or neutral position, sideways into either one of its extreme axial positions in mesh with either the teeth 44 on the sleeve 43 or the teeth 58 on the gear 55 The mechanism for providing the shifter 53 and the collar 47 with their translatory movement and for locking them in their middle as well as extreme end positions is substantially the same as that described hereinabove in connection with the shifter 25 Located on and near the extremities of the shaft 50 adjacent the bearings 59 and 69 respectively, and secured to said shaft by means of splines 61 and 96 are a universal joint 66 and a, speedometer drive gear 6& respectively. The universal joint 66 couples the shaft 50 to a vehicle propelling shaft N the speedometer drive gear meshes with a mating gear 65 in a housing 63 for a speedometer shaft take-off.

EMBODIMENT OF FIGURES 6, 7, AND 8 The reverse gear shaft and idler Disposed in parallel relationship with and at proper distances from the shafts 3| 3 and 50 is a fourth shaft 68 which is pinned in the end wall of the gear case H at one extremity, and supported in a boss 82 at the other extremity and between these extremities carries rotatably, on a bushing 69 a reverse idler gear I0 Idler gear I0 is in constant mesh with the gear 36 of the cluster 86 and is engageable with the gear 39 on the sleeve 43 by a sliding movement of the latter gear by means of the shifter M EMBODIMENT OF FIGURES 6, 7, AND 8 Functional description of the transmission The various gears and shafts of this embodiment in their particular and novel relationship as disclosed hereinabove, can produce four different speed ratios in the forward direction of a vehicle and two in the reverse, these ratios being obtainable by operating the three shifters in such a manner as to establish certain combinations between the gears as disclosed.

The lowest forward speed ratio is obtained from neutral as follows: The shifter 4 I slides the gear 39 from neutral towards the right into mesh with the gear 35 the shifter 25 moves the collar [9 into mesh with the teeth 22 thereby coupling the shaft l2 to the gear 23 which drives the cluster 8| including the gear 35 The latter gear, by virtue of being in mesh with the gear 39 on the shaft 50 drives the sleeve 43 on the same shaft. In order to couple the sleeve 43 to the shaft 50 for final drive, the shifter 53 is then moved into its extreme left position whereby the collar 41 will engage the teeth 44 and thereby transmit power from the sleeve 43 into the shaft 50 In this low speed the inactive gears I5 and 54 and the reverse idler gear 10 spin on their respective shafts I2 50 and 68 It may be observed that as many as three distinct shifting operations are required to put the transmission into gear for one particular ratio. Two of these, i. e., the shifting of the two synchronizing clutch collars l9 and 41 can be effected simultaneously, but for either this simultaneous shift, or for the shift of the gear 39 into mesh with the gear 35 a declutching operation of the clutch plate 4 is a prerequisite in the same manner as in shifting the gears of conventional vehicle transmissions.

An intermediate second speed is obtained by retaining the gear 39 and the collar 41 in engagement with their mating members 35 and 43 respectively, and moving the collar I9 by means of the shifter 25 into engagement with the gear I5 through the speed synchronizing procedure hereinabove described. The flow of power then will be through the shaft I2 into the hub 14 the collar I9 the gears [5 34 and 39 the sleeve 43 the collar 41 the hub 12 and the shaft 50 This relationship will leave the gears 23 54 and freely idling on their respective shafts I2 and 68 Another intermediate or third speed is put into operation by leaving the collar H1 in engagement with the gear 23 as in the second speed, and shifting the collar 41 into engagement with the gear 54 through the synchronizing action of the mechanism hereinabove described. This operation releases the gear 39 from positive engagement and allows it to idle withthe sleeve 43 on the shaft 50 as does the gear H on the shaft 12 and the gear 10 on the shaft 68 A high gear ratio which may give an overdrive effect is obtainable in the novel transmission of this description by retaining the collar 41 in engagement with the gear 54 and shifting the collar I 9 into engagement with the gear I5 The active gears will then be the gears I5 34 33 and 54 while the gears 23 and 39 and of course the idler reverse gear 10 will be relieved of all loads and will rotate freely on their respective shafts.

In order to reverse the rotation of the shaft 50 in relation to that of the shaft I2 the gear 39 is moved into its extreme left-hand position next to the bearing 59 which brings it into mesh with the reverse idler 10 and the collar 41 is engaged with the sleeve 43 for establishing a path for the flow of power from the gears 36 10 and iii-l into the shaft 50 In this case, there are two ways in which the collar It! can be engaged, either with the gear IE or the gear 23 each of which will result in a different driving speed on the shaft '50 By engaging the collar IS with the gear 23 the lower speed drive of the two will obtain, while engaging it with the gear [5 will result in a somewhat higher speed, provided, of course, that the relative sizes of the gears to one another is substantially in the proportions shown.

It will be apparent that other variations and modifications may be introduced without departing from the fair and intended scope of the subjoined claims.

I claim:

1. In a power-drive assembly comprising a main clutch and a change speed gear transmission, a shaft drivable through the main clutch, a pair of driving gears of different sizes fast upon said drivable shaft, a countershaft, an output shaft, a driven gear carried by said output shaft, V

free countershaft gear and one of said driving gears, and an overrunning clutch providing a permanent one-way driving connection between said free countershaft gear and the other of the driving gears, whereby by selective engagement and disengagement of said releasable clutch said free gear may be driven either positively by one of the driving gears, or through said overrunning clutch by the other of said driving gears to impart drives of differing torque ratios to said output gear and output shaft.

2. In combination with means as set forth in claim 1, a second driven gear loosely mounted on said output shaft and meshing with one of said two first-mentioned countershaft gears, and a clutch for selectively clutching and releasing said second driven gear with respect to said output shaft.

3. Means as set forth in claim 2 in which both of said output gears are free upon the output shaft, said last-mentioned clutch comprising a positive toothed clutch element fast upon the output shaft and movable from a neutral position in which both of the driven gears are loose, to either of two clutching positions in which one or the other of said driven gears is clutched to said output shaft.

4. Means as set forth in claim 1 in which said releasable clutch comprises a positively toothed element slidably supported by the countershaft.

5. A power drive assembly as set forth in claim 1 wherein said means for transmitting a drive includes a pair of countershaft gears in constant mesh with the driving. gears, interfitted shaft portions including one such shaft portion connected to each gear of said last-mentioned pair and projecting laterally therefrom, said releasable clutch being arranged to couple the outer of said shaft portions to said free countershaft gear, said overrunning clutch having one part connected to said free gear and the other part connected to the other of said interfitted shaft portions.

6. A power drive assembly as set forth in claim 1 wherein said means for transmitting a drive includes a pair of countershaft gears in constant mesh with the driving gears, interfitted shaft portions including one such shaft portion connected to each gear of said last-mentioned pair and projecting laterally therefrom, said releasable clutch being arranged to couple the outer of said shaft portions to said free countershaft gear, said overrunning clutch having one part connected to said free gear and the other part connected to the other of said interfitted shaft portions, said overrunning clutch being housed within the free gear and the inner one of said interfitted shafts extending into such overrunning clutch to support the inner member of the overrunning clutch.

'7. A power drive assembly as set; forth in claim 1 wherein said means for transmitting a drive includes a pair of countershaft gears in constant mesh with the driving gears, one gear of said last-mentioned pair being also connected to said overrunning clutch and the other gear of said last-mentioned pair being also connected to said releasable clutch.

8. A power drive assembly as set forth in claim 1 wherein said means for transmitting a drive includes a pair of countershaft gears in constant mesh with the driving gears, one gear of said last-mentioned pair being also connected to said overrunning clutch and the other gear of said last-mentioned pair being also connected to said releasable clutch, a second driven gear carried by the output shaft and meshing with one gear of said pair of countershaft gears, and a clutch for connecting and releasing said last-mentioned gear with respect to the output shaft.

9. A power drive assembly as set forth in claim 1 wherein said means for transmitting a drive ncl des a ir unt h gears in c nstant mesh with the driving gears, one gear of said last-mentioned pair being also connected to said overruning clutch and the other gear of said last men ion d pa be n a connected to Sa rel a a l tc a eco d iven sea-r arr ed by the output ha t nd m hin with n ear said pair o ountershaft ear and a l t h element keyed to theu p haf an movab to couple and release either of said driven gears with respect to the output shaft.

10,. .A power drive assembly as set forth in claim 1 wherein said means for transmitting a drive includes a pair of countershaft gears in constant mesh with the driving gears, one gear of said lastrmentioned pair being also connected to said overrunning clutch and the other gear of said last-.mentioned pair being also connected to said releasable clutch, a second driven gear carried by the output shaft and meshing with one gear of said pair of countershaft gears, a reverse idler, one .of said driven gears also being movable out of .mesh with the countershaft gear with which it is engageable, and into mesh with said reverse idler.

11. A power drive assembly comprising a main clutch and a change speed gear transmission, a casing having separate compartments, one compartment enclosing said clutch and another compartment enclosing said transmission, a transmission driving shaft connected to the output of said clutch and located within said transmission compartment, a countershaft and a transmission output shaft also housed in the transmission compartment, all of such shafts being disposed in parallel relation, torque converting gearing arranged in a plurality of trains of varying ratios and carried by said shafts, including a pair of gears carried by the driving shaft, at least two gears carried by the output shaft, at least three gears carried by the countershaft for providing driving connections of different ratios between the driving shaft gears and the output shaft gears, means including positive clutch elements for rendering the drive through at least one of the gear trains effective and ineffective, and means including an over-running clutch and a positive two-way driving clutch for driving one of said countershaft gears from either of the two gears carried by said driving shaft.

12. Means as set forth in claim 11 in which said overrunning clutch is mounted on the countershaft and said positive two-way driving clutch is mounted on said driving shaft.

13. Means as set forth in claim 11 in whic both the overrunning clutch and said positive two-way driving clutch are mounted on said countershaft.

14. In a transmission construction having an input shaft, a countershaft and an output shaft, a first gear train for connecting the input and output shafts, a second gear train for connecting the input and output shafts, said trains including a countershaft gear, a pair of output gears loose en the output shaft, one output gear being incur: porated in each of said trains, the output gear in one of said trains being slidable into and'out of mesh with one of said countershaft gears, a sleeve petween said slidable output gear and the output shaft, the slidable output gear being keyed to the sleeve and the sleeve being loose on the shaft, and synchronizing-type clutching mechanism also carried by the out u shaft for selectively c ut in t s d. Shaft e h r t e e 9 t e other output gear.

5- Mean a defin d aimc u ng an ove unnin e u i er ed a d o a c unte aft sta s- 1 1 Mean defined n glaim 14 nclud ng an ever n i s 199 inc rp ra in s 0 9f. said co tershaf e rs, nd a reverse d er it w h said s i able sea s a n eable- 17. Me a fined n aim 14 n ud n overrunning clutch incorporated in said one of s id co t h ea s and a ida le rever i l r m v b e o nd from a sit n o meshin n ag m it b t sa d s i b sea nd said last-mentioned countershaft gear when the slid able gear is out of mesh with said last-.rnentioned countershaft gear.

18.. M a s. as t or l -cl wher in said second train includes two countershaft ge rotatable as a unit, and with one of which countershaft gears said slidable output gear is adapted to mesh.

19. Means as set forth in claim 14 including an overrunning clutch in the second train.

20. Means as set forth in claim 14 including an overrunning clutch incorporated in a counter,- sliaft gear forming a part of the second train.

21. A power drive assembly as set forth in claim 1 wherein said means for transmitting a drive includes a pair of countershaft gears in constant mesh with the driving gears, one gear of said last-mentioned pair being also connected to said overrunning clutch and the other gear of said lastementioned pair being also connected to said releasable clutch, a reverse idler, said driven gear also being movable out of mesh with the countershaft gear with which it is engageable, and into mesh with said reverse idler.

COE G. QFFMA REFERENCES CITED lhe following references are of record in the file of this patent:

UNITED STATE$ PATENTS Number Name Date 1,983,955 Von Soden Dec. 11, 1934; 2,149,009 Chievitz Feb. 28, 1939 2,300,502 I-Ialtenberger Nov. 3, 1942 2,320,757 Sinclair et a1 June 1, 1943 2,320,960 Wheaton June 1, 19 13 2,356,506 Clausen Aug. 22, 1944 2,391,783 Jacobi Dec. 25, 1945, 2,431,727 Bennett Dec. 2, 1947 2,465,332 Banker Mar. 29, 1949 FOREIGN PATENTS Number Country Date 346,166 Great Britain Apr. 9, 1931 41,41,141 Great Britain vJan. 1.4, 1936 799,949 France Apr. 20;, 1936 

